Road Safety and Bus Rapid Transit
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The presentation looks into the BRT-related road safety issue in Asia and safe BRT designs. Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India, led the session in Kuala Lumpur, Malaysia, part of Workshop on Quantifying the Environmental, Social, and Economic Benefits from BRT Systems on June 24 – 25, 2014. The workshop was organized by the Asia LEDS Partnership and hosted by the Malaysia Land Public Transport Commission (SPAD), with additional funding from the USAID and the LEDS Global Partnership Transport Working Group, and support from Clean Air Asia, EMBARQ.
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Road Safety and Bus Rapid Transit
- 1. Road Safety and Bus Rapid Transit! ! Workshop on Quantifying the Environmental, Social and Economic Benefits from Bus Rapid Transit Systems! A SPAD Academy & Asia LEDS Partnership Workshop! June 24 – 25, 2014! ! Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India! ! bmascarenhas@embarqindia.org!
- 2. 2 Why BRT? Is it really safer?
- 3. India has the highest number of road fatali7es in the world 3 People killed on Indian roads in 2013 Source: NaQonal Crime Records Bureau (2009) “Accidental Deaths & Suicides in India. NCRB
- 4. Who are the vulnerable road users? 4 Source: NaQonal Crime Records Bureau (2009) “Accidental Deaths & Suicides in India. NCRB 54% 41%
- 5. The “other” vehicle involved: 5 20% 19% 16% 14% 13% 9% 7% Car / Jeep Two-‐wheeler Bus Unknown Truck Van Autorickshaw Others Case of Bangalore In 16% & 23% of pedestrian & motorcyclist fataliQes resp., the impacQng vehicle is a bus 32% 28% 23% 8% Truck Other 2-‐wheeler Bus Car/Jeep Hit a fixed object Van Tractor Autorickshaw Motorcyclist fatali7es Pedestrian fatali7es Source: Bengaluru Road Safety & Injury PrevenQon Programme: Injury snapshots and acQvity profile – 2009 -‐ NIMHANS
- 6. More data on city bus crashes 6 In Mumbai, 2012 In Chennai, 2008 In Bangalore, 2007 ProporQon of fatal crashes that involved a bus
- 7. Who is most vulnerable in a bus crash? 7 Pedestrian Motorcyclist Bus occupant Pedestrian Motorcyclist Bus occupant Mode of vicQm in a fatal crash involving a bus Chennai 2008 – MTC buses Bangalore 2007 – BMTC buses 61% of all fatal crash vicQms in Bangalore and 89% in Chennai are from just these 3 groups!
- 8. Overcrowding is a big issue 8
- 9. Data Source: Padmanaban J., Rajaraman R., Narayan S., Ramesh B., “Analysis of Fatal Crashes involving MTC buses”, iCRASH Conference, 2010 Which wheel of the bus is most predominantly involved in run-‐over crashes? Case of Chennai Three main issues • Overcrowded buses • Lel-‐rear side blind-‐spot • Rear overhang Right rear Qre: 19% Lel rear Qre: 63% Right front Qre: 5% Lel front Qre: 13% Lel side: 76% Rear side: 82%
- 10. AcQvity at the Qme of the fatal crash Pedestrian Motorcyclist 10 Case of Bangalore Source: Bengaluru Road Safety & Injury PrevenQon Programme: Injury snapshots and acQvity profile – 2009 -‐ NIMHANS 57% 27% 8% Crossing the road Walking on the road Standing on the road Working on the road Playing on the road Sleeping on the road Unspecified 40% 15% 13% 12% 7% Hit from back Hit from side Head on collision Skid & fell Hit a fixed object Nose to tail collision Others Overturn Hit a pedestrian
- 11. How does BRT make things safer Direct impact on the 3 vulnerable groups • Separates buses from all other motor-‐vehicles • Moves buses away from the path of pedestrians. BRT median improves safety while crossing • AutomaQc doors & more frequent services prevent passengers from falling out of the bus 11 Motorcyclist Pedestrian Bus occupant Other corridor impacts • BRT involves a complete re-‐design of the road, which allows for correcQng prior design flaws, improving road condiQons and introducing traffic calming features • Reduced no. of lanes for mixed traffic induces lower speeds • Moving buses away from the kerbside allows Qghter intersecQon design • Reduces conflict points across minor intersecQons • Beoer managed fleet and beoer trained drivers result in safer driving City-‐level impact • Affects modal shil away from private transport; reduced motorisaQon results in fewer accidents
- 12. The last point explained … 12 R² = 0.69 0 10 20 30 40 0 20 40 60 80 100 Annualtrafficfatalities/ 100000population Daily VKT/ capita (urban roads) City level impact of BRT through mode shil and reduced motorisaQon Credit: Nicolae Duduta, EMBARQ
- 13. 13 PotenQal road fataliQes averted on account of the BRT Some direct evidence from BRT corridors Case of TransMilenio BRT in Bogota, Colombia A high quality public transport system can save lives Credit: Dario Hidalgo, EMBARQ
- 14. Further evidence from Macrobus in Guadalajara, Mexico …" 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 50 100 150 200 250 Jan-‐07 Mar-‐07 May-‐07 Jul-‐07 Sep-‐07 Nov-‐07 Jan-‐08 Mar-‐08 May-‐08 Jul-‐08 Sep-‐08 Nov-‐08 Jan-‐09 Mar-‐09 May-‐09 Jul-‐09 Sep-‐09 Nov-‐09 Jan-‐10 Mar-‐10 May-‐10 Jul-‐10 Sep-‐10 Nov-‐10 Jan-‐11 Mar-‐11 May-‐11 Monthly citywide crashes (excluding the BRT corridor) Monthly crashes on the BRT corridor Citywide crashes Crashes on the BRT corridor Before BRT During BRT construction During BRT operation Credit: Nicolae Duduta, EMBARQ and EMBARQ Mexico
- 15. … and from Metrobus, Mexico City, Mexico : 77% 19% Insurgentes: BRT 66% 32% E. Molina curbside busway / mixed traffic Vehicle collisions Pedestrian accidents Accident comparison on open bus corridor vs BRT corridor Credit: Nicolae Duduta, EMBARQ and EMBARQ Mexico
- 16. Counter-‐ flow busway Curbside buslane Open system Centre lane BRT 16 SAFEST LEAST SAFE Safety impact analysis of different bus systems Case of Mexico Credit: Nicolae Duduta, EMBARQ and EMBARQ Mexico
- 17. 17 But how to design the safest BRT system? We’ve established that BRT improves safety
- 18. City Corridor length Year of audit Year op began Alignment of BRT Sta7on loca7on w.r.t. bus Ticke7ng Bus restric7on New Delhi 5.8 km 2011 2008 Median Lel side On bus All kinds of buses Bhopal 23.4 km 2013 2013 Median & kerbside Lel side On bus Only BRT bus Indore 11.6 km 2011 2013 Median Right side At staQon Only BRT bus Ahmedabad 63.0 km* 2011 2009# Median Right side At staQon Only BRT bus Surat 33.0 km^ 2013 2014^ Median Right side At staQon Only BRT bus Rajkot 10.5 km 2013 2012 Median Right side At staQon Only BRT bus 18 *As of April 2013 ^ This is the first phase length which partly began operaQons in 2014 # First phase started in the year 2009 Between 2011-‐13, EMBARQ India, through a grant from Bloomberg Philanthropies, conducted road safety audits on Indian BRT corridors in
- 19. India’s BRT story has so far been a tryst of two models of BRT 19 • Lel-‐side staQon • Split plaxorms • Bus doors on the lel • Step-‐up boarding • Open staQons • On-‐board QckeQng • Median staQon • Single plaxorm • Bus doors on the right • Level boarding • Closed staQons • Off-‐board QckeQng New Delhi Bhopal Ahmedabad Indore Surat Rajkot
- 20. The Delhi & Bhopal BRT model Open, low-‐level staQon plaxorm on lel side of bus docking area 20
- 21. 21 The Ahmedabad, Indore, Surat & Rajkot BRT model Closed, bus-‐floor-‐level staQon plaxorm on right side of bus docking area
- 22. 22 So which model is safer?
- 23. Safety advantages of Ahmedabad model • Bus drivers (seated on the right) find it easier to dock the bus closer to plaxorm • Level-‐boarding allows for safer access • Closed staQons induce commuters to enter and exit from designated points • Having only BRT fleet on the bus lanes allows for greater control on driver behaviour – Centrally managed system – Also, less turning movements for the BRT lanes required at intersecQons However, when planning for an overtaking lane with this model, certain precauQons to be taken…more on the later 23 In our assessment, we found that the Ahmedabad model has some safety advantages over the other kinds of systems
- 24. 24 Kerbside or Median side Which is a safer loca7on for the BRT lanes?
- 25. 25 The transiQons from median lane to kerbside lane and vice versa creates safety issues In Bhopal, the BRT corridor changes from median lane to kerbside lane, and then back again Designed BRT bus turning path Actual mixed traffic right turning path
- 26. Safety disadvantages of kerbside bus lane • Buses move closer to the path of pedestrians and slow moving traffic • Frequent breaks may have to be provided for property accesses • Footpath spill-‐over, street-‐vendors, parking, etc. more likely to encroach kerbside lane than median lane • IntersecQons will have to be wider to accommodate bus turning (lel turns) • ComplicaQons at intersecQon as mixed traffic would have to make a lel turn across bus lane. More unsafe than mixed traffic making a right across a BRT lane, because typically, right turns are separated from straight movement through signal phasing. 26
- 27. If kerbside bus lane is unavoidable, then we recommend guardrails along the footpath side of the bus lane 27 Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 28. 28 Case for a different approach to BRT in Asia Is the Indian (and perhaps the Asian context) different from globally successfully BRT ci7es?
- 29. InternaQonally successful BRT model: Bogota, Colombia
- 30. InternaQonally successful BRT model: Istanbul, Turkey
- 31. Abundant property development along the road edge www.embarqindia.org 31 Frequent property gates High right / U-‐ turn demand High pedestrian volume and crossing demand Requirement for parking / waiQng area
- 32. Cars are not the dominant motor-‐vehicle www.embarqindia.org 32 Motorbikes dominate the mode share Safety features for cars may not work for motorbikes
- 33. Much higher pedestrian volumes www.embarqindia.org 33
- 34. Traffic discipline cannot be taken as a given www.embarqindia.org 34
- 35. Bicycles are not the only NMT mode www.embarqindia.org 35
- 36. Auto-‐rickshaws as the feeder system to BRT www.embarqindia.org 36
- 37. Inconsistent road width and immovable obstacles 37
- 38. 38 Designing for safe BRT in this context What needs to be done differently?
- 39. The BRT corridor will have multiple uses! 39 Thoroughfare for mixed-‐traffic Pedestrians & cyclists Mixed traffic lanes Footpath On –street parking / waiQng area Street uQliQes Trees Property accesses Turning lanes Signals & street lights BRT movement BRT lanes
- 40. Planning for all uses Allocation of road space! www.embarqindia.org 40
- 41. Good design leads to the optimisation of road space!
- 42. 42 www.embarqindia.org BRT and pedestrian / NMT movement! § BRT imposes restrictions on established crossing patterns for pedestrians & NMT " § If alternatives are not provided, it can lead to safety issues" Much like a Traffic Impact Assessment study, a Pedestrian/NMT Impact Assessment study should be an essential component of BRT planning"
- 43. Refuges need to be disabled friendly" 43 Need for a refuge area and speed humps"
- 44. If distance between successive intersections is very large, a mid-block pedestrian crossing should be provided" www.embarqindia.org 44
- 45. Similar design with table-top crossing" www.embarqindia.org 45
- 46. Changing the position of bollards can help resolve the problem of motorcyclists using the pedestrian crossing, and still allow for wheelchair access"
- 47. BRT and local MV movement! www.embarqindia.org 47 § BRT imposes restrictions on right turns across the median into intersecting side roads and property gates" § Motorists are prone to drive in the wrong direction to avoid a lengthy detour or use pedestrian crossings to make turns" We recommend that a mid-block U-turn opportunity be provided if distance between 2 successive intersections is very large"
- 48. U-turns can be provided in conjunction with pedestrian crossing" www.embarqindia.org 48
- 49. The U-turn movement can share the signal phase with the pedestrian crossing" www.embarqindia.org 49
- 50. Extending these features to BRT station design" www.embarqindia.org 50
- 51. BRT station generates a high volume of pedestrians A wide refuge is an essential component of station design" www.embarqindia.org 51 Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 53. BRT and minor intersections! www.embarqindia.org 53 • All BRT intersecQons MUST be signalised if cross movement and right turns are permioed • Wherever possible, we recommend that the BRT segregaQon conQnue through a minor intersecQon, such that straight / right movement is not possible • But however, the nearest U-‐turn must not be too far.
- 54. Restricting right turns across minor intersections" www.embarqindia.org 54
- 55. Restricting right turns across minor intersections" www.embarqindia.org 55
- 56. 1 2 3 4 Simplify intersecQon design where possible
- 57. The most prevalent crash type at intersecQons is of right turning mixed traffic colliding with straight moving bus 57 Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ BRT and major intersecQons
- 58. One opQon: Replacing right turns with “around-‐the-‐block” loops 58 Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 59. Retricted right turns: 2 alternaQves BUT for this to be a safe soluQon, 2 necessary ingredients: • Block sizes are not very large • Traffic discipline is high NOTE: • If right turns are not permioed from both arms of the intersecQon, then a U-‐turn will require two “around-‐the-‐block” loops • U-‐turns on BRT corridors may typically have high demand on account of the BRT corridor eliminaQng median cuts. Hence this may not be acceptable Image credit: Carsten Wass, CONSIA
- 60. OpQon 2: SeparaQng right turns via signal phasing 60 In this opQon, 5 phases in total
- 61. OpQon 3: Replacing right turns with aler-‐intersecQon U-‐turns 61
- 62. Another major safety issue: Misalignment of lanes! 62 Due to BRT staQons, lane alignment at intersecQons is challenging to design. Care should always be taken to maintain lane alignment
- 63. Another major safety issue: Lanes imbalance! 63 Again, due to BRT staQons, on one side of the intersecQon, lane misbalance can happen. There should never be less lanes aler the intersecQon than there are before, vice versa is relaQvely okay. Image credit: Carsten Wass, CONSIA
- 64. Handling NMT right turns at intersecQons • If NMT volumes are not very high, then it is beoer for NMT to cross like a pedestrian during the pedestrian signal phase. Thus, NMT makes right turn in 2 successive signal phases • However, if NMT volumes are high, a separate scramble phase, “red for all MV traffic” may be preferable Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 65. Designing for safe crossings at intersecQons 65
- 66. Safety issues with express stations! This is a common crash type in some Latin American systems with an overtaking lane, due to the unusual case of overtaking from the left" Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 67. Designing for express BRT service A long station length, with adequate taper is absolutely essential Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 68. IntegraQng feeder bus with BRT terminal Image credit: ‘Traffic Safety on Bus Corridors’, Nicolae Duduta EMBARQ
- 69. EMBARQ resources on BRT and bus corridor safety www.embarqindia.org 69 The final version of both these publicaQons will be out later this year, 2014
- 70. Thank you!! ! Workshop on Quantifying the Environmental, Social and Economic Benefits from Bus Rapid Transit Systems! A SPAD Academy & Asia LEDS Partnership Workshop! June 24 – 25, 2014! ! Binoy Mascarenhas, Manager, Urban Transport, EMBARQ India! ! bmascarenhas@embarqindia.org! ! EMBARQ helps cities make sustainable transport a reality!